Optimal Pressures

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You win some, you lose some. Divine Intervention allowed me to join a populated race on Sim Racing System today, and despite looping the car early on thanks to a last-minute gamble on aero settings – which felt like 3 clicks on the rear wing would pay off until my Ferrari fast kink prior to the bus stop – I was able to confirm something in practice that I’d been trying to pick apart and understand for a few days. While in the process of pushing the tire model in Assetto Corsa to the breaking point by trying to see how little air pressure I could keep in my tires and still remain competitive, and digging through the once-encrypted data.acd files for official Kunos content out of boredom, I ran into a little value that essentially dictates a large part of how the tires perform under stress. Third party content creators already know about this value, so it’s not a shocking revelation by any means, but it’s a value that the dedicated sim racers in Assetto Corsa should know about. It’s a straight up competitive advantage.

I’m not going to comment on the overall complexity of the tire model in Assetto Corsa, as any formula that calculates how tires heat up and cool down will simply go over my head because I’m absolutely retarded when it comes to numbers, but I do understand from shitbox racing that tires are definitely not a static entity by any means – and this remains the same throughout all forms of auto racing. Even during the course of a top-level NASCAR event, teams are always making tire pressure adjustments throughout the afternoon and well into the evening, as there’s no magic number for a tire’s peak level of grip or performance. Across the pond on European circuits, the same remains true. GT3 teams don’t show up at Paul Ricard chasing 33 PSI; it’s all about heating the tires evenly, and doing everything in your power to match inner/middle/outer temperatures across the board. Some days, it’ll be at 35 PSI. Other days, it’ll be 34, 33, or even 32. This number isn’t static. It’s a major variable, and part of what makes the technical side of auto racing so fascinating.

Assetto Corsa doesn’t swing that way. If you crack open the data.acd file of any piece of official content (or even mod cars, it doesn’t matter), and dig through the text file dedicated to the vehicle’s tires, one little line dictates the exact warm pressure where the tire provides the most grip. PRESSURE_IDEAL is the magic number you’re looking to achieve each and every time you hit the track at speed. The tire pressures you set in the garage area are what the tires are holding at room temperature. Bust open the tire app, found tucked away on the right side of the screen, and you’ll be able to see the pressure fluctuate as the tires heat up or cool down. When the tires change from a deep blue to bright green, the value listed under PRESSURE_IDEAL is what you want to show up on the heads up display.

pressure ideal.jpg

How did I test this? I continued to fuck with running flat tires on my beloved Ferrari 488 GT3 from a few days ago, and took things into extremely obscure territory. I dropped pressures as low as they could go without the car glitching into the ground, jacked the ride height all the way up to pass tech inspection, and lastly, edited the PRESSURE_IDEAL value to the number given in-game after tire blankets had been applied, which I believe had been either 14 PSI or 16 PSI. Hitting the track with a literal monster truck Ferrari on four totally deflated racing slicks – a setup that shouldn’t work regardless of the scenario – the car had insane grip, and matched my ghost until the extremely high rolling resistance began to fuck with me at Flugplatz, the Ring’s first speed section. So this random value in the tire file was basically an on/off switch for grip. The further away you were from the magic number, the less grip you had.

And while practicing for the Sim Racing System event at Spa today, I brought things back into reality. The vanilla data.acd file had the ideal pressure sitting at 33 PSI, and upon plugging my baseline setup into the car, promptly adjusted the pressures so it would match the ideal value. Once again, it was an on/off switch. With the tires sitting at 33 PSI, I basically couldn’t get the back end to break free. Driving like a retard and heating up the rears beyond what you’d normally do under race conditions, there was a tangible decline in grip as the pressure increased to 35 and upwards with the additional heat. It’s a shame that I was retarded and took a bunch of wing out of it, because that car could have amounted to much more than a mating session with the concrete barrier.

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What this means for Assetto Corsa fanboys, is that the tire model simply isn’t as realistic as Kunos claim it to be, and the unbiased individuals moaning and groaning on the forums have every right to start throwing feces at the computer monitor if continuous tire model improvements take precedence over often-requested features. However, I’ll take this article in a much different direction and instead appeal to the hardcore league guys who may not know about this. You can essentially have a massive database documenting the ideal tire pressure settings for every car in the game, and significantly cut down on the laps needed to develop a setup. Rather than spend a good chunk of time fiddling with tire pressures that you’re never quite satisfied with, there’s literally a magic number you can throw at the car and be done with it.

And finding it is pretty simple. Download the data.acd converter extension for your BMS program of choice, point the program first at the ams extension and then the car’s data file, open the tyres.ini file once the process has been completed, and find the phrase PRESSURE_IDEAL. This number is what you want the operating pressurenot the cold pressure you set in the garage menu – to achieve when your tire display is showing bright green. For example, in GT3 cars, you’ll want to hit the track with something like 21 PSI. If you’re lazy as fuck, turn on tire blankets prior to loading the session, and you won’t have to drive any laps at all.

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Going through every single car in Assetto Corsa and developing a be-all, end-all tire pressure database would be insanely time consuming, so I’ve gone through just a few of the more popular classes in the game to give you guys a head start. Again, these are warm pressures, you’ll have to strap on the tire blankets and play around with cold pressures in the garage to find the corresponding warm pressure, but the entire process will take no more than ten seconds once you’re in game. And to their credit, Kunos have not adjusted this number throughout each car in a given class, nor does this value appear to change depending on the tire compound, meaning Assetto Corsa runs what could more or less be considered spec tires across the board – and for league play, that’s a good thing.

DTM F.jpg

The old school DTM cars are dialed in at 38 PSI, though you’ll obviously get some crazy slides if you cook the tires even a slight amount. I assume this fairly high value is the result of the early 90’s racing slicks that didn’t quite have the technology behind them that we’re seeing in modern auto racing today.

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GT4 cars, most notably the highly-popular BMW M235i, are comfortable at 33 PSI under race conditions. From Sev’s experience in the RaceDepartment league with this car, the M235i once suffered from an issue where you could drop the tire pressure as low as it would go with no detriment to your on track performance while gaining an insane amount of corner grip, and Kunos appear to have dialed this out with the current build. It would not surprise me if these are similar slicks to what you see on GT3 entries, but I’m sure someone will appear to correct me on that.

GT3 F.jpg

Ah, the GT3 stuff. I know the guys on Reddit will love me for this, as their ACRL series has tons of participants, so this should give the mid pack drivers a leg up on the competition. GT3 cars have the most grip with a warm pressure of 33 PSI, and in my own experience, this means setting your tires to around 21 or 22 PSI in the garage area – right on the line of what both Michelin and Pirelli advise real life owners of their tires to avoid. Once you heat up the tires and go into the 34 or 35 PSI range, the car can really step out, so those not confident in their ability to save tires over a long run should intentionally go a bit lower, maybe 18 or 19, to avoid the consequences of cooking the rear slicks.

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Lastly, we get to the four GT2 cars featured in Assetto Corsa, including the P4/5 built by Scuderia Glickenhaus. GT2 as a class hasn’t existed for a few years now, and these tires appear to reflect what we saw in the 2011 American Le Mans Series season. You’ll need a slightly higher cold pressure to hit 35 PSI when out on the track, and this may be due to the weight of the car requiring a little less rolling resistance to attain a satisfactory speed – though hopefully a physics guru will step in and correct me in the next few hours. Not a whole lot of people drive these cars anymore, as they’re actually slower than the modern GT3 entries on hand, but some people really like that Corvette C7R, so this one’s for them.


How do I feel about this Ideal Pressure value? I’m glad I found it, because it turns the text files of Assetto Corsa into the answers at the back of your high school math textbook, and I can spend as much time as possible driving rather than tweaking and growing frustrated. Obviously, guys will show up and shout what they do about simulation value and whatnot, and I agree that it’s disappointing we’ve heard so much about Assetto Corsa’s constantly evolving tire model, only to discover an on/off switch that can be looked up for a tangible performance advantage, but that’s the choice Kunos made. When your game is that easy to mod, you can’t help but run into these things. I mean, it’s right there in the INI file, and you can input your own retarded values to test it yourself. A performance advantage where you don’t even have to do anything other than look for a number? I’m sold, it’s just not very simulator-like.


75 thoughts on “Optimal Pressures

  1. Well this figures. Why not have a super advanced “place tire PSI here.” function. You’d think at the very least it would correspond to different tire types.
    On a note to my last comment on the topic, someone placed a video of a F1 car in AC blowing tires, to which I reply, that’s a super shit way of doing it. There’s literally no tire flex, it just drops into the ground. Think I remember seeing a similar video in LFS…

    Yep. Still not super impressed by AC. Their track surfaces are nice though…


        1. GG Allin = Austin
          Floor = Sim Racing Community
          Shit being Taken = pretendracecars.net
          Smearing of shit all over = each article
          Small cock = proof of how insecure james is
          Eating Shit = what you should do


        2. Hey, if those 3 guys at LFS really started pumping out some major graphics engine overhauls and content, I’d run to it. I skipped LFS when it was big because I had a wimpy computer with a 40Gb HDD and maybe almost 2gb of ram, running on an AMD APU. And the game ran on it then, and hasn’t seen much improvement since then, except they added some VR support and a new track.


      1. Many people actually have potato-PCs though. I recently stumbled upon a post in an FB group where someone posted some mod they had made for rFactor 1. Upon the question of why they didn’t make the mod for rFactor 2 or GSCE/Automibilista, they answered “my PC can’t handle these games”….


  2. This is literally present in every gmotor based game, and probably pCars too. Every .tbc and .hdv of a car has static optimum camber, static optimum pressures, static optimum tire temperatures, static optimum brake temperatures, and so on. Do you really think the fastest tuners in rF1, GTR2, GSC and to a lesser extent rF2 are just spitballing numbers based on hundreds of laps when the information has to be defined by the modder?

    Liked by 1 person

        1. Stil wrong, in case of rf2 that is simply the AI file only.
          Despite that, peak camber and a flat patch on ground with 0 deflection is not what you desire nor get on track.

          But I am sure you can come up with some other BS that I wont be arsed to correct again as the clueless, noisy majority of the simracing community dooms what they do not understand anyways, until it is presented to them in a PG 13 holliwood blockbuster movie made by the devs themself.


          1. But that does not make him wrong, those values exist in the tyre files and can aid anyone looking for an “optimal” setup. You’re given optimal camber values and tyre temps, now, if that optimal camber value translates to what you get on track from corner to corner or with the caster value you set can depend. But it’s definable in the .tbc for games like rF1, GSCE, and AMS to have a peak camber value as well as a optimal tyre heat.


            1. Optimal tire temps you get even from the tire manufacturer and even then you have to use your brain and adjust to given conditions but where does it say optimal camber there?

              However, every single fucking number or value in the files can lead you to an theoretical max performance if you just digg deap enough and read up on the shit a word or two. Not quite sure what your point is.

              He is right when saying there are static values but that ain’t optimal shit for racing. It is a completely different storry when you have an optimal pressure you can set from the get go or reach in a linear way all time no matter the track, camber, toe, heck the whole setup, driving style and whatever else.

              It simply means the crap is probably very static and linear in that regard because nothing is coherent otherwise that wouldn’t be possible.


              1. The first highlighted line. The first number is the camber value at which peak lateral grip is achieved, the second number is how much more lateral grip is added, and the third value is how much straight line grip you lose at that value. This is literally optimal, there is no tire deformation in non-rF2 games. There is no way that more grip can be achieved by using a different number, regardless of whatever track conditions are. Optimal temperatures are the same.

                THIS IS NOT REAL LIFE RACING WHERE PHYSICS MATTER. This is a simulation of real life, where shortcuts have to be taken to keep the physics calculations possible on anything less than a supercomputer. This means that where an optimum pressure on a freezing cold track and a blistering hot track would vary, it does not apply in any rF1 based game. The only way that rF2 manages to simulate so much more in terms of the tire is because it has an entirely separate tool to have data thrown at it and processed into a format rF2 can read so that it’s not using up 90% of your CPU cycles to calculate tires on the fly. This is also a reason why so few good vehicle mods exist for it.


                1. lol, can you even comprehend what you’ve said in your second paragraph?

                  It kinda is not possible because it would not run bablablalbal blablalbl but it kinda is possible because it creates lookup tables in rF2. wtf? i guess AC tires run then with a pinch of salt and “simulation value” numbers in real time lol.

                  at least fucking try to make sense man.
                  btw CAPS do not all of sudden make your nonsense magically having a point either.


  3. You know what i don’t like or trust? thats Asian or Arab air in car tyres, as in tyres inflated in those countries, its not trustworthy air.


    1. So things are a bit more complicated than what “Mr. I know it all” says.

      Damn…I was almost sold on the fact that I could only change one parameter in my setup and immediately go 10 second faster.

      Anyway, congrats James to be able to write so much for just one parameter. Pity that what you said isn’t accurate, since pressure has influence on many other parameters.
      Whoever tried AC for more than few hours, trying different options on the setup, knows that there is no magic number for each track, since pressure influence tyre rate, rolling resistance, temperature distribution and so on.
      It’s not only about being on the optimal grip for pressure, but also finding the best value that will keep temperatures on the right range.

      optimal pressure isn’t a secret, actually no info on tyres are secret. you’ll find them available in your AC installation (sdk\dev\v1.5_tyres_ac) without any need to crack files 🙂

      Most likely the optimal pressure is a good starting point, but then you’ll get even more grip optimizing other areas.

      Looking forward for the next amazing tip!

      Liked by 1 person

      1. there is a d_camber0 and d_camber1 parameters in ini file, which affect lateral grip with changing camber. There is a formula to compute ideal camber, where these two parameteres involved. I don’t remember exactly how it looks, you can search ac support forum for this, just type “camber” or “ideal camber” in search field. There is also an excel document in this topic, where all calculations is done and you just need to write d_camber0 and d_camber1 there and viola.


  4. GT3 cars faster than GT2? I do not agree they just cant keep up with the GT2s mostly, only one which stands out is the Z4 GT3 wich when well driven is almost able keep up. The F458 GT2 is one of the very best cars and has easy handling, i´ll easily pass most of the GT3 traffic. GT2 cars are also not seldomly used, there´s still lot of dedicated GT2 events in the lobby


  5. There is literally app for this, so this is nothing new that you discovered lmao

    Tire PSI Helper Thingamajig

    Shows the difference between Current PSI to the Ideal PSI (you are this much above or below ideal)

    Liked by 1 person

  6. A given tire tends to have an optimum warm pressure in real life, but the cold pressure to be in that region varies wildly even over a stint at a given track as weather changes. There’s also other practical concerns like car balance adjustments that can be made without taking the suspension apart or getting the temps you want for a very short or long run.

    At the pro level the tire itself tends to change every weekend anyways.

    Liked by 2 people

    1. +1

      Which doesn’t correlate with what you said James. Cold pressure varies (track temp, asphalt abrasion, track layout, suspension setup, etc), “ideal” hot pressure ? Not so much, at least on a given setup. It varies depending on the tyre (R-Comp, UHP, Slicks, etc) and even brand to brand within the same category. Also varies depending on the vehicle weight and how the tyres are mounted (225’s on 7″, 8″ or 9″ wont have the same ideal pressure, wider rims to tyre width ratio requiring less pressure).

      But once that’s figured out, a specific tyre on a specific car will always work well in it’s ideal hot range, no matter the track or how cold/warm it is. How you get there may vary.


  7. F:\Program Files (x86)\Steam\steamapps\common\assettocorsa\sdk\dev\v1.5_tyres_ac\

    Skip the fancy acd script, almost all of AC’s tire data is in this folder. You only need the script if you want to cheat offline.


  8. I don’t get what the problem is.. I run in the Cyprus MX5 Time Attack championship (ran actually, 2015 &16) and we all used the AVON ZZR Tire. As per the manufacturer – http://www.avonmotorsport.com/resource-centre/tyre-applications/lotus-on-track – we always tried to keep the hot pressure to about 30psi hot! That was common knowledge, I can’t understand why it is such a big deal if that’s exactly how it works in real life! You knew the target hot pressure then you adjusted from cold accordingly. I always liked the feel of stiffer side walls so i ran a bit higher but that’s just personal preference..


    1. Well you just pointed it out. AC doesn’t let you get away with a personal preference value. It feels good at the written optimal value, and gets worse as you move away from it.


      1. The tyres grip is not just strictly connected to warm pressure. Getting tyres in their optimum range of temperatures will give 100 grip to the tyres, green color in the tyre app.

        There’s another way for you to see the raw grip value of the tyres while you’re driving. Using the dev app Telemetry.

        There isn’t a preset with TEMP_MULT_LF (left front) so just search for each four, near the right extreme.

        (left side on the app are live values and on the right are average)


        tyre blankets

        Liked by 1 person

      2. Make a dedicated preset for this, much easier than to manually select all four every time you want to access it.

        Add to the file telemetry_presets.ini \Steam\steamapps\common\assettocorsa\system\cfg:

        NAME=Tyres Grip


        1. Use another number instead of preset_20, in recent game versions devs added four more to the app so #20 is already occupied.


      3. I can have personal preference for 38psi feel all I like, but 32 will be faster because it will put more tire in contact with the ground and give more grip.


  9. Dude talks like he discovered big tyre pressure ENCRYPTED secrets when all of it is in everyone’s AC folder. Don’t you have anyone on your team that is not retarded enough and could check these articles before posting and sometimes say “James, this is too retarded even for our standards, do not post this.”


  10. On most cars the default setup’s cold pressure is set in a way that on the setup menu info on the right it’ll show that same ideal hot pressure predicted, unless you’re on heavy clouds (less track temp).


    1. As an example: most GT3’s will have 25psi on all tyres, then if you launch the game under something like 26º, Clear Sky, 25/33 cold/hot will show on the right. The DTM 190 will show about 37.

      Also, if you really want to know the exact on each car, use the above Tire PSI Helper with the extra tyre.ini packs (you can find on it’s supporting thread on the official forum, even if they are decrypts(!?)) placed on the dev folder so it can read them for later cars than v1.5.

      You’ll just need to take that value as a reference for future adjustments. But it doesn’t mean you’ll get the better lap times this way, it’ll be a reference value to hover around, because sometimes adjustments on top of it will be needed to tip car balance (like deflating the rear a bit on old-school monsters), or help with temps (after most import stuff like compound type, driving style, and camber are sorted on that matter).

      You can set your tires to hover at the “ideal pressure”, but if that means they’ll be too hot or cold, it’s not really optimal. On most road legal tyres that high optimal ini psi value taken as a reference will be too high, and cause understeer and quick overheating after a couple of laps.


    1. GT Sport is a great idea, but built in poor foundations. To drive fast in GT you need to de-learn some basic stuff like friction circle, get used to brake and turn at the same time, ride the curbs like an idiot, use a bit of grass, wall-ride, and a long etc of bullshit.

      What you call “dedicated Asian racers” I call guys who have only played GT and have got used to exploit all these silly practices. They would have to re-learn how to drive if you put them on a sim, let alone on a real car.


  11. “GT3 cars have the most grip with a warm pressure of 33 PSI, and in my own experience, this means setting your tires to around 21 or 22 PSI in the garage area – right on the line of what both Michelin and Pirelli advise real life owners of their tires to avoid. ”

    You sure about this? I can’t imagine ideal operating temps are much above 35 with those tyres in real life. I’ve heard drivers are often on the threshold of ‘unsafe’ pressures as well.

    Seems like your data is quoting unused tyre pressure to me but I haven’t seen this documentation so I don’t actually know.


    1. He´s right with the 33 psi/2,275 bar. I´ve much better grip compare to 35 psi before, but i barely get there with 23 psi cold pressure at Spa. Seems James have an aggressive style of driving and seems he´s not using TC.

      Liked by 1 person

      1. Because at certain pressure the tyre contact patch molds better on the road performance wise, not too rocky but also not too soft. Is not exactly or not entirely related to actual grip of the rubber, but how well it can roll physically.

        The tyre core temp is a bigger factor in tyre grip than any ‘magic’ pressure number. And the tyre pressure is much more related to how the car behaves physically on the four points.

        1. tyre blankets on with 33 cold pressure

        2. tyre blankets off with 33 cold pressure (I selected 33 in setup but once live it drops to 32 on cold tyres)

        I can roughly draw the conclusion that just the optimum amount of pressure for the tyre shape won’t really give more grip to the rubber. So you need to arrange in a form that you are on or around the optimum temperatures while racing, so to get better grip. Pressure is one variable among other factors that influence your car grip and behavior.


        1. Yes, my 23 psi cold pressure were not enough for the cooler Spa (21°C air) in SRS, but 24 psi was perfect and most of the track best tire temps on green with the 488 GT3. 11 laps without getting into the yellow 97% tire wear i normally get there when driving with 35 psi. I could lower the aero to 0/4 without getting an unstable car in some corners, but don´t think that 0/3 will be better. Spa has to many corners which are faster with more downforce. And the latest 24h-Spa top high speeds in the Blancpain series were 265 Km/h. That´s exactly what you get with 0/4 aero in a 488 GT3. Breaking points are perfect as well and no lap-time during race was under 2:20, which is the time you run in AC when driving as fast but as safe as possible.


          1. Where did you get 35 PSI from in the first place though? Is that usual operating temp defaults in AC for gt3?

            I really haven’t been paying much attention to the actual values as even 1 psi makes a pretty big difference in feel (though you often need more) and you know when your tyres are getting too hot as well. The tyre app really doesn’t need to make an appearance until you’re doing final per-corner adjustment for something like Monza.

            Dropping pressures isn’t something unique to AC at all, but I find myself being more aggressive with pressures in general compared to some other sims/combinations on average.

            Anyways, the game does a pretty good job of communicating setup changes through feel and I had already come to the conclusion that it’s better to run on the under-inflated side of things. I’ve run some pretty whacky setups in races because of this. If you can put in smooth laps and hold the extra lateral grip (which is more easily found when when pressure are on the low side instead of threshold ‘ideal’ or more), the rolling resistance penalty will manifest itself through a soft and kind of floaty feel from the car at about the same time it becomes an issue for overall pace. Depends on track of course and you need to adjust your driving style some. You will also have problems from opponents not carrying speed on exit.

            This is really what James has shown in the article. Don’t play about trying to make higher pressures work. Thing is, I’m still dropping pressures in the other sims too, so it’s not really a new concept.

            A big problem about this is pressures depend on driver to a great deal. You can have two guys who are running together for 5 laps on the same setup and one of them can have wasted a lot more rubber during the same time.


        2. In my experience you definitely lose more grip from being outside the optimal temperature ranges than you do from being outside the optimal pressure value.


      2. Yeah but that’s not really what I meant.

        My point is that real gt3 cars are likely to be around the ‘unsafe’ minimum at times too, you go easy on cold tyres for multiple reasons, under inflation is a part of it.

        35 psi operating temps in ac gt3 doesn’t feel right or work well. There seems to be some misconception about gt3 tyres operating temps however and an expectation of high pressures for some reason.

        Also, there is always a theoretical ideal operating pressure for tyres… it’s relative to the compounds reaction to environment and more than anything driver ability, even day to day.

        Variables do not mean these values cannot and are not calculated with certain assumptions behind driver ability and conditions.


  12. teams adjust the pressures all day long, trying to get to the optimum pressure once warm.
    as the track heats and cools it will affect the tires heating and cooling and optimum cool temp will change.

    tire pressures effect a lot more than just grip though, even going from 32 to 34 makes my car ride much harder, and respond quicker, but also feel a lot less grippy


    1. Where is the proof? Don’t mistake what James is debating and trying to figure out in his articles as proof of anything. He is just experimenting with things, nothing more than that. Is foolish to take that as proof of anything, especially coming from you rfactor2 shill, who always gets very angry when people say things about rf2 and always tell people they are wrong in that respect, but somehow everything said against AC is undeniable proof.


      1. Here’s the proof you fucking mong

        The AC cunts are the ones who ruined the entire sim racing community because they got butthurt when people criticized their sim, so they bash every other sim in response to make their sim look perfect. AC is a simcade pile of shit and you can fuck off back to the Kunos forums to eat Stefano’s ass you fucking fanboy.


        1. Reads like a Hash post. Apologies to him/her if it’s not.

          In any case Calm down; infighting between fanboys is killing this genre. Funny that the devs don’t have the same dislike for their contemporaries as their customers do.

          rF2, AC, iRenting, GSCE, AMS, R3E, LFS and many others all have fudge factors, guess work and incomplete data as part of their code base. No sim is perfect so let’s not pretend that any of them are. rF2 appears to be the most comprehensive but that doesn’t mean most accurate. Great time to be a sim racer as we have more options than ever.


        2. Again, that is the modus operandi of associat0r and hexagramme. But now you’re trying to turn things around and say AC players does it. No matter how much you shit talk other sims, more people won’t play your favorite sim, because you’re underestimating users and costumers. Your XX century tactics of advertising don’t work.


        3. Its not that rF2 is bad, its quite good actually, compared to Geoff Crammonds Indy 500 from 1991 at least, but relative to Assetto Corsa it sucks big time. You seem to be pissed off because people do now “play” AC and not “drive” rF2 anymore. guess why?
          Because AC is better, much better. The community is not ruined, it has just moved on, and rF2 is left behind, so what? Its always the same handful of folks who try to pretend that rF2 is anything special, when all it really is, is an old outdated sim of yesterday with woeful graphics and shit physics.
          But do not let yourself be stopped in your way, just go on and pretend its still 2013, AC not yet on the horizon, and the ISI engine still is the the benchmark on how cars are like to drive in a simulator.

          But nowadays, finally, there is one decent simulation, that even car manufacturers recognize, and even actively seek cooperation with (thats what Porsche did btw), the MP server are running hot, the mods are countless and rising, and every open minded sim racer is happy as a child.

          So please, for the sake of god, do not voice your opinion in puplic, cause its actually 2016, things have moved on, and you are only making a fool of yourself.
          Nobody but yourself is believing your shit.


  13. Good god that is one retarded article.

    Tire manufacturers don’t pull their equations out of their asses to present you the “required pressure” for any given load at NTP/STP for your car tires.
    They know a thing or two about gas laws, heat convection and conduction, thermodynamics and material operating ranges.

    The tire is molded considering its /expected use/ and from there they can estabilish the volume/pressure/temperature needed to keep it in its operating form.

    Race, performance and road tires, doesn’t matter.

    It’s not a “magic number”, it’s mechanical behavior of materials and reliability.

    But this kind of uninformed babbling is a staple of “Simulation value!” self-diagnosed savant aspies that think they are driver-engineers because they read two pages of “Tune to Win” and have 5 iPhones displaying real-time data.
    You are? better than this, James.


  14. Hello Austin,

    Regarding your comments about GT2/GT3 cars, due to my experience at working in the field I feel obliged that I have to slightly correct you and finally explain to most people interested some categories that I thought are understood by now and what they represent (how can you play racing simulators and not know what GT2/GT3 is???).

    Anyway, back in the early 90s when ACO (federation running Le Mans) decided to include GT cars in the famous 24 Hour race, it incorporated the classes that the BPR Global GT Series used. BPR was a series founded by Barth, Peter, and Ratel (BPR) – the last you probably know from the current SRO (Stephane Ratel Org.), which runs GT3. BPR decided to have GT as its premier class and later introduced a NGT (New GT) as its lower class. GT was highest performance Sports Cars like V12s, big engines and high HP (~750-800) and NGT were the smaller V8, high performance cars of less exotic manufacturers (HP ~500-600). Some, like Porsche and Ferrari, ran cars in both classes. ACO decided to use GT cars in their roster.

    Forward couple of years and GT was renamed to GT1 and NGT to GT2. ACO adopts both classes to run at Le Mans. With that higher costs made both GT1 and to a lesser extend GT2 very expensive. Ratel saw that and introduced a “specy” series that will run GT2 cars but homologated and balanced (BOP) so no manufacture will dominate. That was the birth of GT3. GT3s were LESS Aero dependent (slower in corners), but had a little more power to compensate for the increase of weight.

    That brings us to today, where GT1 was TOO expensive that the return of investment was negligible, thus it died. GT2 became the premier class and since ACO couldn’t run a premier GT class having a “2” at the end, it renamed it to GTE (E for Endurance), but essentially is the exact same thing as GT2. And GT3 remained the same.

    TLDR: GT1 was fastest (crazy power, crazy Aero) – now defunct, GT2/GTE comes next (crazy Aero, less power, very light, carbon-carbon brakes), GT3 (slowest, very little Aero, more power than GT2/GTE, regular metal brakes, ABS/TC to make it easier for gents).

    GT1 was too expensive and died. GT2 was renamed to GTE and GT3 remains as is. In SOME tracks (not aero dependent) GT3s may run very close to GT2/GTEs, but otherwise GT2/GTEs are about 2-3 secs a lap faster.

    Liked by 1 person

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